Railway-switch.



C. 0. ANDERSON.

RAILWAY SWITCH.

APPLICATION FILED SEPT. 24, 1910.

1,055,297, Patented Mar. 4, 1913.

2 SHEETS-SHEET 1.

C /Ia/z/e 0. Anderson, me/Moz,

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C. 0. ANDERSON. RAILWAY SWITCH.

APPLICATION FILED SEPT. 24, 1910.

'1,055,297'. Patented M3114, 1913.

2 BHBETS-SHBBT 2.

@Holme/13 UNITED STATES l PATENT OFFICE.

CHARLES O. ANDERSON, 0F OMAHA, NEBRASKA, ASSIGNOR OF TWO-THIRDS TO A. T. AUSTIN, OF OMAHA, NEBRASKA.

RAILWAY-SWITCH.

Specification of Letters Patent.

Application filed September 24, 1910.

Patented Mar. 4, 1913.

serial No. 583,687.

To all whom t may concern:

Be it known that I, CHARLES O. Amma SON, a citizen of the United States, and a resident of Omaha, in the county of Douglas and State of Nebraska, have invented certain new and useful Improvements in Railway-Switches, of which the following is a specilication.

My invention relates principally to railway switch mechanism adapted to be operated by hand.

It is the object of my invention to provide in a switch mechanism of this class automatically operating means by which any changey in the relative position of the stockrails will be reflected in the relative position of the locking elements of the switch-stand,l

so that the switch can be locked only when the switch-points have been moved into proper relation to the stock-rails.

A further object of my invention is to provide means by which spreading of the stock-rails an amount sufficient to cause danger of dei-ailment of a train passing over the same will be indicated at the switchstand by preventing locking of the switch.

A further object of my invention is to provide means by which a breakage or derangement of the connections between the locking devices and stock-rails will be indicated at the switch-stand bv `preventing locking of the switch.

In the acccompanying drawings, Figure 1 is a plan view of a switch mechanism embodying my invention, Fig. 2 is a transverse vertical sectional view taken on the plane of the line cc-a' of Fig. l, and Fig. 3 is a side elevation of the switch-stand.

In the drawings, my invention is shown as applied to an ordinary railway switch oit which the stock-rails 1 and 1 are secured to the cross-ties 2 by spikes 3. The switch- -points et and 4 are connected to each other neartheir ends by a head-rod 5 to which the point-lugs 6 are pivotally connected, as shown.

It may be noted that with my invention it is unnecessary to employ any means for adjusting the length of the head-rod to vary the relation of the switch-points to each other. At one end the head-rod is connected with the throw-rod 7 which is made in two parts, screwed together, so that the length of the rod may be varied. The outer end of the throw-rod sconnected with the crank 8 carried at the lower end of the vertical Standsha'ft 9. The switch-stand 10 is an approximately triangular frame of which the foot-portions tit between two of the cross-ties 2 and are supported thereon. In addition to the connection made by the ties Q, the switch-stand is directly and rigidly connected with the stoclerail 1 by the bars 11 which at their inner ends are fitted upon and bolted to said stock-rail, while their outer ends pass under the foot-portions of the stand and are bolted thereto. The bars 11 are also fastened to the ties by lag-screws 12, as shown. l crank-arm 14 is secured upon the stand-shaft 9, and a handle 15 is pivotally connected with the crank so that it may be bent down at right angles thereto and locked to the stand in the usual manner. At one side of the stand-hcad is a laterally projecting plate 16, on the upper side of which is a stop-lug 17 to limit movement of the crank 14', and in the outer side thereof is a notch to receive the crank-l1andle 15. At one side of the notch is a perforate lug 18 through which the shackle of a padlock may be passed to prevent movement of the handle out of the notch.

The operation of the parts in moving the switch-points and locking them with the point 4L in position against the stoclerail 1 will be obvious, being substantially the same as in the ordinary hand-thrown switch. It will be noted, however, that on account of the positive and rigid connection made by the bars 11 between the switch-stand and the stock-rail 1, no relative movement of the stand and said stock-rail can occur and thus permit the said point 4l to be moved away -from the rail 1 while the handle 15 is engaged in the notch in the plate 1G. A means for similarly establishing a positive locking relation between the switch-point 4 and the stock-rail 1 is provided by the Jfollowing:V

Above the stand-head thev the crank 8 and has an opening in the side thereof through which said crank extends. At the bottom of the sleeve is carried a crank 22 of the same length as the crank S. To said crank 22 is connected the end of a rod 23 which extends across the track, below the rails and between the ties, and has the opposite end thereof turned up around. the base and web of the stock-rail 1 and bolted thereto, as shown. The head of the rod which connects with the crank 22 is screwed onto the body of the rod, so that the length of the rod may be varied. A coil spring 24 is placed around the sleeve 19, as shown, one end of the spring being connected with the sleeve and the other end engaging a lug 25 formed on the frame of the stand. On the stand-head is a lug 26 through which is passed a screw 27 of which the end forms an adjustable or variable stop for limiting the movement of the crank 14. L

It will be apparent that in any railway switch of the class shown, should a variation occur in the relative positions of the stock-rails a similar variation must be made in the .movement of the switch-points in order to engage them uniformly with their respect-ive stock-rails. Thus if the rails should spread so that the distance between them is greater than the normal, then it would be necessary to turn the crank 14 through a greater arc and thus move the points a greater distance in order to bring them into the same relations to their respective sto-ck-rails as when the said rails were in their normal relation to each other. Similarly, a shortening of the distance between the stock-rails necessitates a shortening of the travel of the switch-points in reversing their position. Now, it being remembered that the stock-rail 1 and the switch-stand are rigidly connected to each other, and that the crank 20 is positively connected through the sleeve 19, crank 22 and rod 23 to the stock-rail 1, it will be seen that any variation in the relative positions of the stock-rails will cause a similar variation in the relative positions of the plate 1G and crank 2O in which are formed the notches for locking the handle 15. When the switch mechanism is set up and the rails are in their normal position relative to each other, the parts are so adjusted that when the handle 15 is locked in the plate 16 the point 4 and stock-rail 1 are held in prop-e-r operative relation, while a similar relation is effected between the point 4 and stock-rail 1 when the handle is locked in the notch in the crank 20. lhen the mechanism has once been so adjusted, then any variation in the relative positions of the stock-rails will be automatically provided for in the locking devices, because such variation will cause a like variation in the throw of the crank 14 necessary to bring the,

handle 15 into position to be locked in the notches in the plate 16 and crank 20.

Should the stock-rails spread apart sufficiently to cause danger of derailment of a car passing over the track, the crank 20 is thereby moved around so far that the crank 14 will engage the stop-screw 27 before t-he handle 15 is in position above the notch in the crank, and thus prevent the locking of the switch. The movement of the crank 20 to such a position, thus serves as a warning of dangerous spreading of the rails. Should the rod 23 be broken, then the sleeve 19 will be rotated by the spring 24 and the crank 2O moved to a position similar to that to which it is moved by excessive spreading of the rails, or so that the switch cannot be locked. An indication is thus made of derangement of the parts.

When the switch-points have been locked in operative relation to either of the stockrails, the relation of the same canne-t be changed except by breakage or derangement of the parts. As an example, assume that, through a loosening of the spikes which hold the rail 1 to the ties 2, said rail when engaged by the wheels of a car or engine would be moved or sprung outwardly. This outward springing movement might not be apparent except while the train was passing over the switch. switch mechanism under such conditions, the switch might appear to be perfectly safe, that is with the switch-point in proper engagement with the rail, yet when the railwas sprung outward an opening would occur between the point and rail in which a wheel-flange might catch and cause derailment of a car in passing over the switch. Railroad wrecks due to the conditions set forth are of frequent occurrence. Under like conditions with a switch constructed according to my invention, the outward movement of the stock-rail would, acting through the locking devices, cause a similar movement of the switch-points which would thus be maintained in proper relative position and avoid the possibility of derailment of cars.

l Now, having described my invention, what I claim and desire to secure by Letters Patent is:

1. In a railway switch mechanism, stockrails, switch-points movable to operative relation with either of the stock-rails, locking devices each connected with one of the stockrails so that relative movement of the stoc-krails will cause a similar variation in the re lation of the locking devices, and actuating means connected with the switch-points and engageable with the locking devices.

2. 1n a railway switch, stock-rails, switchpoints, means for actuating the switchpoints to place them in operative relation with eithei` of the stock-rails, locking de- Now, with the ordinary vices each positively connected with one of the stock-rails so that variation in the relative position of the stock-rails will cause similar variation in the relation of the locking devices, and means for connecting the locking devices and actuating means.

In a railway switch, stock-rails, switchpoints, means for" actuating the switch points to place them in operative relation with either of the stock-rails, locking devices for each stock-rail connected therewith so that variation in the relative position of the stock-rails will cause similar variation in the relations of the locking devices, and means for positively connecting the switch-points with the respective locking devices of the rail with which the switchpoints are in operative relation.

1I. In a hand-operated railway switch, the combination with stock-rails, switch-points, and means for moving the switch-points to operative relation with the respective stockrails, of relatively movable devices for locking the switch-point moving means in each position, and means connecting said locking devices with the stock-rails so that relative movement of the stock-rails will cause a similar variation in the relation of the locking devices.

5. In a hand-operated railway switch, stock-rails, switch-points, a throwrod connected with the switch-points, means for actuating the throw-rod, devices for lockingthe actuating means in two positions, and means connecting the locking devices with the stock-rails whereby variation in the relative positions of the stock- 'ails will effeet a similar' variation in the relation of the locking devices.

6. In a hand-operated railway switch, stock-rails, switch-points, means for actuating the switch-points to place them in operative relation to either of the stock-rails, and a locking device connected with each stock- 'ail and engageable by the switclractuating means, the connections of the locking devices and stock-rails beine,` such that variation in the relation of the stock-rails will cause a similar variation in the relation of the locking devices.

7. In a handfoperated ailway switch, movable rail portions, normally immovable rail portions, actuating means connected with the movable rail portions for moving the same into operative rela-tion with the respective normally immovable rail portions, locking devices for securing the actuating means in each position thereof, and means connecting the locking devices with the normally immovable rail portions whereby relative movement thereof will cause similar relative movement of the locking devices.

8. In a hand-operated railway switch, in combination, stock-rails, switch-points, actuating means connected with the switchpoints for moving the same into operative relation with the stock-rails, locking devices for securing the actuating means in each position thereof, means connecting the locking devices with the stock-rails whereby relative movement of the stockrails will cause similar relative movement of the locking devices, and a stop arranged to prevent engagement of the actuating means with one of the locking devices when the stock-rails spread apart more than a determined amount.

9. In a hand-operated railway switch, in combination, stock-rails, switch-points, actuating means connected with the switchpoints for moving the same into operative relation to the respective stock-rails, locking devices for securing` the actuating means in each position thereof, means connecting the locking devices with the stock-rails so that relative movement of the stock-rails will cause similar relative movement of the lockingl devices, a stop for limiting movement of the actuating means, and means tending to move one of the locking devices to a position such that the stop will prevent Y engagement of the actuating means with said locking device.

lO. In a hand-operated railway switch, stocl{-1'ails, switch-points, a rotatable shaft connected with the switch-points for actuating them to operative relation with either of the stock-rails, a handle for said shaft, a frame connected with one of the stock-rails and having a notch adapted to receive the handle and hold the shaft and frame in nonrotative relation to each other, a sleeve arranged concentrically to the shaft and connected to the other stock-rail so that change in the relative position of the stock- 'ails will cause relative rotation of the sleeve and frame, and an element connected with the sleeve and having a notch adapted to receive the handle and hold the shaft and sleeve in non-rotative relation to each other, whereby in each position of the switchpoints a positive locking relation may be established between the switch-points and the respective stock-rail.

In testimony whereof I have hereunto subscribed my name in the presence of two witnesses.

CHARLES O. ANDERSON. lVitnesses VVILsoN A. AUSTIN, A. A. MGCLURE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). G. 

